Rotary engine

ABSTRACT

A rotary engine comprising a driven rotor and a plurality of driving rotors mounted on shafts which are parallel to the shaft of the driven rotor. Each of the driving rotors has a plurality of radially extending slots formed therein. The driven rotor has a plurality of pistons mounted thereon which are received in the slots. Each slot comprises a combustion chamber, and a fuel is injected into the slot, when one of the pistons from the driven rotor is received in the slot. Upon ignition of the fuel, the piston is forced out of the slot, thereby supplying power to the driven rotor.

United States Patent 1 1 1111 3,765,378 Waldrum Oct. 16, 1973 [54] ROTARY ENGINE 3,312,201 4/1967 Glasoe 123/847 1 [75] Inventor: John E. Waldrum, Ambler, Pa. 3353'519 H1967 Relchart 123/8 47 [73] Assignee: Amchem Products, Inc., Ambler, Pa. Prim ry xa ner ce R- Q0rd0n Filed: Nov. 1971 Attorney-Caesar, Rlvise, Bernstem & Cohen- [21] Appl. No.: 201,346 [57] ABSTRACT A rotary engine comprising a driven rotor and a plu- 52 us. c1 l23/8.l5, l23/8.07 123/8.47 ralhy 0f driving mwhed Shafts which are 51 1m. (:1. Fll2b 55/14 Parahel the Shah the drive" Each the [58] Field of Search l23/8.15 8.07 8.47 driving has a Phhahty radially extending formed therein. The driven rotor has a plurality of pistons mounted thereon which are received in the slots. 56] References Cited Each slot comprises a combustion chamber, and a fuel is injected into the slot, when one of the pistons from UNITED STATES PATENTS v the driven rotor is received in the slot. Upon ignition i f 'g of the fuel, the piston is forced out of the slot, thereby anzen erg v 2,215,096 9/1940 Fanberg 123/8.47 x supplymg power the dnve rotor 3,117,562 1/1964 Hajet l23/8.47 18 Claims, 9 Drawing Figures PAHNTEUncr 16 ms 3.765378 sum 10: s

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ATTORNEYS.

PMENTEDUCI 16 I975 3,765,378 SHEET '4 0f 5 INVENTOR JOHN E. WALDRUM CW,GU/vuw mafia A 7' TORNE Y5,

ROTARY ENGINE This invention relates to a rotary engine, and more particularly, to a rotary internal combustion engine.

In prior patents, there are a number of rotary internal combustion engines disclosed which include a driven rotor and a driving rotor, with the driven rotor having a plurality of pistons that are sequentially received in a plurality of slots in the driving rotor. One such patent is U. S. Pat. No. 3,353,519. This patent discloses a driven rotor and a driving rotor. The driving rotor includes a plurality of radially extending slots, which slots receive a piston which extends axially from a plate forming a part of the driven rotor. The plate includes a plurality of spaced pistons, and these pistons are sequentially received in slots in the driving rotor.

A fuel mixture is sequentially injected into the slots in the driving rotor, and this fuel mixture is compressed by one of the pistons on the driven rotor. At the point of maximum compression, the fuel mixture is ignited by a spark plug, and the explosive force drives the driven rotor.

The device of U. S. Pat. No. 3,353,519 possesses a number of shortcomings, which shortcomings are overcome by the device of this invention. There is only one driving rotor, which results in an unbalanced situation. The pistons on the driven rotor are supported at only one end, which again can result in an unbalancing situation. The slots in the driving rotor are cut inwardly from only one side of the rotor, but do not pass all the way through the rotor. This prevent effective cooling of the rotor during use.

Another disadvantage of the device shown in U. S. Pat. No. 3,353,519 is that the fuel injection is through the side of the slot, rather than through the central axis of the slot. This is also undesirable. There is no provision made for lubrication or for heat expansion. Likewise, the entire system is sealed within a housing, and no provision is made for cooling the system. No means is provided for effectively sealing the combustion chambers after extended periods of use.

There are other patents which have issued on rotary combustion engines of the type of this invention, but these too suffer from many of the disadvantages of U. S. Pat. No. 3,353,519. These other patents are U. S. Pat. Nos. 2,215,096, 3,117,562 and 3,401,676. Each of these patents discloses a rotary engine having a single driving rotor and a single driven rotor. All of the engines are in enclosed housings, which renders effective air cooling most difficult, if not impossible.

The device of this invention overcomes all of the problems of the prior art rotary internal combustion engines. At least two driving rotors are provided, which aids in balancing the system. The engine is completely open in structure, which permits complete air cooling of all parts. Provision is made for lubricating the engine during use. A novel piston arrangement is provided which accomplishes maximum sealing at the time of compression and firing of the fuel mixture. A novel mechanism is provided for insuring a tight seal on the walls of the combustion chamber, even after extended periods of use.

It is therefore an object of this invention to provide a novel rotary engine.

It is another object of this invention to provide a rotary engine having effective air cooling.

It is a further object of this invention to provide a rotary engine having effective sealing of the combustion chamber, even after extended periods of use.

These and other objects of this invention are accomplished by providing a rotary engine comprising a driven rotor and a plurality of driving rotors mounted on parallel, transversely spaced axes, said driving rotors having a substantial radial overlap with respect to said driven rotor, said driving rotors having a plurality of radially extending combustion chambers formed therein, said combustion chambers being exposed at the axial side thereof at which the driving rotors overlay the driven rotor, said driven rotor having piston means mounted thereon which are adapted to enter and depart from said combustion chambers, means for injecting a fuel mixture into said combustion chambers, and means for igniting said fuel mixture when said piston means is in said combustion chambers.

Other objects and many of the attendant advantages of this invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein:

FIG. 1 is a front elevational view of the rotary engine of this invention;

FIG. 2 is an enlarged sectional view taken along the line 2-2 of FIG. 1;

FIG. 3 is a sectional view taken along the line 3-3 of FIG. 2;

FIG. 4 is a sectional view taken along the line 4-4 of FIG. 2;

FIG. 5 is an enlarged sectional view taken along the line 5-5 of FIG. 2; FIG. 6 is a sectional view of the shaft of one of the driving rotors of the rotary engine of this invention;

FIG. 7 is an enlarged sectional view taken along the line 7-7 of FIG. 2;

FIG. 8 is an enlarged sectional view taken along the line 8-8 of FIG. 2; and

FIG. 9 is a partial sectional view of a modified embodiment of the rotary engine of this invention.

Referring now in greater detail to the various figures of the drawings wherein like reference characters refer to like parts, a rotary engine embodying the present invention is generally shown at 20 in FIG. 1. As seen in FIG. 4, device 20 basically comprises a driven rotor 22 and a pair of driving rotors 24 and 26.

As seen in FIGS. 2, 3 and 4, driven rotor 22 com- I prises a front plate 28 and a rear plate 30. Six rods 32 pass axially between plates 28 and 30, and are equally spaced about the plates. As seen in FIG. 6, plate 28 has a recess for receiving the head 34 of each rod 32. As seen in FIG. 3, each head 34 has a hexagonal recess 36 for reception of a hexagonal wrench to rotate the rod.

Referring again to FIG. 6, it is seen that plate 30 includes an enlarged recess 38 for each rod 32. A cylinder 40 is telescoped over rod 32, and includes an annular flange 42 which is received in recess 38. Flange 42 includes an outer circumferential groove, and an O- ring 44 is positioned in the groove. O-ring 44 contacts the wall of recess 38. An internally threaded disc 46 is threadedly secured on the end of rod 32, and aids in maintaining the spacing of plates 28 and '30.

A sleeve 48 is telescoped over cylinder 40, and is rotatably mounted thereon. As seen in FIG. 6, the internal diameter of sleeve 48 is slightly larger than the external diameter of cylinder 40, thereby leaving a small space between the two. A small hole 50 (FIG. 6) is provided in plate 30 adjacent each annular flange 42.

Plate 28 includes a central opening 52 therein. Four rods 54 pass through opening 52 and are threadedly received in rear plate 30 (FIG. 2). A nut 56 is secured on each rod 54 and abuts the rear plate 30. As seen in FIG. 3, a pair of bars 58 is mounted against the outer face of front plate 28. Two rods 54 pass through each of the bars, and a spring 60 (FIG. 2) is positioned on each rod 54, and between a bar 58 and a washer 62. It is thus seen that the springs 60 and rods 54 resiliently force plates 28 and 30 toward each other. The tension on the spring 60 can be increased or decreased by rotating the rods 54.

A shaft 64 passes through the center of plates 28 and 30. As seen in FIG. 2, shaft 64 is keyed to a collar 66, which is in turn keyed to plate 30. Six spark plugs 68 (FIG. 3) are secured in plate 28, and are equally spaced thereon. Each spark plug 68 is adjacent a rod 32. As seen in FIG. 2, plate 28 includes an opening 70 in which each spark plug 68 is threadedly secured.

The rotors 22, 24 and 26 are supported by a rectangular mounting plate 70 (FIG. 1). As seen in FIG. 4, the side portions of the mounting plate 70 includes holes 72 for the mounting of the engine on an automobile or other motor powered device, such as a boat or plane. A vertically extending plate 74 (FIG. 1) is welded to the mounting plate 70. A bushing 76 is mounted on plate 74, and shaft 64 is rotatably mounted in bushing 76.

Shaft 64 passes through a timing plate 78, and is rotatably mounted therein. Plate 78 includes a raised central portion 80 (FIG. 2). Plate 78 is secured against the outer face of bushing 76 by four bolts 82 and associated washers. Plate 78 includes an arcuate slot 84 (FIG. associated with each bolt 82. This permits the plate 78 to be rotated relative to fixed bushing 76 and relative to shaft 64.

A pair of electrical contact switches 86 and 88 is mounted on raised portion 80 of timing plate 78 by pins 90. Each contact switch includes a resiliently mounted arm 92 having a nib 94 projecting therefrom. Arm 92 can be pivoted around pin 90 to bring the electrical contacts of each switch into abutment, thereby closing the switch. The other arm of each switch is held in place by electrical leads 96 which are secured thereto. If desired, additional securement brackets can be used to secure the other arms in place. A ground wire 98 is also secured to raised portion 80 of plate 78.

Shaft 64 is provided with a plurality of grooves in the area adjacent contact switches 86 and 88. These grooves form a'plurality of equally spaced grooves 100 and a plurality of equally spaced land areas 102 (FIG. 5). As seen in FIG. 5, every time a land area contacts a nib 94, the associated switch 86 or 88 will be closed. Likewise, whenever the nib 94 is in a groove, the switch remains open. A rod 104 is threadedly secured in plate 78. A second rod 106 projects perpendicularly from rod 104, and is secured thereon by a pair of nuts 108.

As seen in FIG. 1, rod 106 terminates in loop 110.

As seen in FIG. 1, an electric control box 112 is supported by plate 70. Ground wire 98 connects the electric control box with timing plate 78. Likewise, lead 96 connects control box 112 with the two electrical switches 86 and 88. Current for the control box is supplied by a battery through leads 114 and 116. An elecvcoil 118 with contacts 124 and 126.

As seen in FIGS. 3 and 4, a circular shield surrounds rotors 22, 24 and 26. The front face of shield 130 is open, and a ring 132, having a central opening 134, covers the back face. The bottom of the front face of shield 130 is closed by a plate 136 (FIG. 1). This forms a trough or sump for the collection of oil 138 (FIG. 4) or other lubricating liquid.

A block 140 is mounted on plate 70 (FIG. 1). A pump 142 is secured in block 140, and projects into the sump containing the oil 138. Pump 142 includes a vertically reciprocating plunger 144 that is urged to the position shown in FIG. 1 by spring 146. As seen in FIGS. 1 and 2, shaft 64 includes an eccentric disc 148. As further seen in FIG. 2, shaft 64 also includes a flattened area in order to permit the use of a wrench on the shaft when any work is being done on the shaft that requires the prevention of rotation of the shaft.

When shaft 64 is rotating, disc 148 serves as a cam, and alternately depresses and permits the raising of plunger 144 of pump 142. The vertical reciprocation of the plunger causes the pump 142 to draw oil 138 through line 152 (FIG. 1). The oil is then delivered via line 154 to an oil distribution line 156.

A horizontal bar 158 (FIGS. 2, 3 and 4) is welded to a flange 160 of ring 132. A cylinder 162 forms the hub of each of driving rotors 24 and 26. Cylinder 162 is secured in bar 158 and plate 74.

Referring to FIG. 7, it is seen that one end of cylinder 162 is reduced in diameter and externally threaded, as shown at 164. End 164 passes through plate 74 and is rotatably mounted in a collar 166. A plate 168 (FIGS. 1 and 7) is threadedly secured to end 164 of cylinder 162. A nut 170 and washer 172 secure the plate in place. i

As seen in FIG. 2, a set screw 174 passes through plate 74 and is. threadedly received in plate 168. A sleeve 176 is telescoped over set screw 174, and spaces the plate 168 from plate 74. As will be explained hereinafter, the purpose of plate 168 is to rotate cylinder 162 in order to adjust the timing sequence for the injection of fuel into the combustion chambers.

A fuel manifold 178 (FIG. 1) is positioned over plate 74. Manifold 178 includes a hollow bore 180. Fuel is fed to manifold 178 by fuel line 182 which is connected to the bore by coupling 184. A suitable valve 186 is placed on the fuel line. Each cylinder 162 includes a central bore 188 (FIG. 7). Fuel from manifold 178 passes into bore 188 through sleeve 190 and bore 192 in the cylinder (FIG. 7 Although the cylinder 162 on rotor 26 has been described above, it should be understood that an identical arrangement is provided for the cylinder 162 on rotor 24. Thus, the construction of both rotors is identical, and accordingly the description of one rotor applies equally to the description of the other rotor.

As seen in FIG. 8, cylinder 162 has a second reduced end 194 that is externally threaded. End 194 passes through bar 158, and is secured in place by a nut 196. A ring 198 spaces the enlarged portion of cylinder 162 from bar 158. Nut 196 has a bore passing therethrough which is in fluid communication with bore 200 of cylinder 162. Bore 200 is in turn in fluid communication with bore 188. Lubricant supply line 156 has one end 202 (FIGS. 1 and 2) connected to the bore of nut 200, and another end 204 connected to the bore 200 of nut 196 of the cylinder of rotor 24.

As seen in FIGS. 2 and 4, a sleeve 206 is rotatably mounted on each cylinder 162. Each sleeve 206 has six equally spaced slots 208 formed therein. Each rotor 24 and 26 comprises a circular plate having six equally spaced slots 210 formed therein. Each slot is basically U-shaped, with two parallel outer walls and a semicircular base. Each plate is keyed to its associated sleeve 206, and a channel 212 connects each slot 210 with a slot 208 in sleeve 206 (see FIGS. 2 and 4).

Each cylinder 162 contains a slot 214 that is in fluid communication with bore 188 (FIGS. 2 and 4). As seen in FIG. 2, the width of slot 214 is equal to the width of channel 212. As the rotors 24 and 26 and their associated sleeves 206 are rotated about cylinder 162, the slot 214 in each cylinder will become sequentially aligned with the slots 208 and channels 212. As will be pointed out hereinafter, this permits the injection of fuel into slots 210.

As seen in FIG. 2, shaft 64 passes through bar 158. The shaft is journalled in a bearing block 216, which is secured to bar 158 by bolt 218. A collar 220 is keyed to the outer end of shaft 64. Collar 220 is in turn bolted to a squirrel cage fan 222.

A circular housing 224 (FIG. 2) surrounds fan 222. Housing 224 includes an exhaust pipe 226 (FIG. 1). The purpose of fan 222 is to remove the products of combustion of the engine, and in addition, to cool the engine. In this connection, rotors 24 and 26 are provided with a plurality of holes 228. The purpose of the holes is to lighten the engine and to permit cooling of the engine by air during use.

The operation of the engine will now be described. Initially, the fuel for the engine enters the engine through fuel lines 182, in the direction of arrow 230 of FIG. 1. Any of the fuel mixtures known to the art such as gasoline and air, kerosene and air or propane can be used for powering the engine of this invention. For the sake of simplicity and completeness of combustion, propane is a preferred fuel for the engine.

To initiate the rotation of the driven rotor 22, any of the starting means known to the art can be used. By way of example, the crank starter is shown in phantom at 232 in FIG. 2. Of course, other starters, such as a self-starter, can also be used. The turning of the crank starter causes driven rotor 22 to rotate in the direction of arrow 234 of FIG. 4. As the driven rotor 22 rotates, cylinders 40 and their associated sleeves 48 will sequentially enter and leave slots 210 in driving rotors 24 and 26, causing the rotation of the driving rotors in the opposite direction, as indicated by arrows 236 and 238 in FIG. 4. The three separate stages for the positioning of the cylinders relative to the slots are shown in FIG. 4. Thus, the point of entry of a cylinder into a slot is shown with respect to rotor 24 in FIG. 4. The maximum depth of a cylinder relative to a slot 210 is shown with respect to rotor 26 in FIG. 4. The point at which a cylinder leaves a slot 210 is shown with respect tothe upper cylinder 40 in rotor 24.

Once the rotational movement of the rotors has been started, the engine will then be self-powered. Accordingly, rotors 24 and 26 wil continue rotating in the direction shown in FIG. 4. However, these rotors will now drive rotor 22, thereby furnishing power to shaft 64.

Referring to FIG. 4, it is seen that the assembly of the cylinder 40 and the sleeve 48 serve as a piston in that the assembly reciprocates within the slot 210, which serves as a combustion chamber. As is apparent from FIG. 4, there is a substantial overlap between rotors 24 and 26 and rotor 22. As seen in FIG. 2, the rotors 24 and 26 pass between the walls 28 and 30 of rotor 22, and thus the walls serve as end seals for the combustion chambers formed by slots 210.

Referring again to FIG. 4, one of the assemblies of cylinder 40 and sleeve 48 has been designated as piston 240. As rotor 22 is rotating, piston 240 initially comes in contact with a slot 210 in rotor 24. The outer diameter on each sleeve 48 is slightly greater than the width of the slot 210. By way of example, the outer diameter on the sleeve should be approximately 0.005 inch thicker than the width of slot 210 for each inch of slot width. Accordingly, if slot 210 has a width of 2 inches, then the outer diameter on sleeve 48 should be 2.010 inches. Since the outer diameter on sleeve 48 is greater than the width of slot 210, when the piston 240 enters the slot, the sleeve 48 will be slightly elongated, as shown in FIG. 4. This provides an extremely tight seal for the slot 210, along with the seal provided by the side walls 28 and 30. This permits the engine to obtain maximum power, since there is no loss of fuel or power during combustion because there is a totally effective seal.

It should be noted that despite the fact the outer diameter on the sleeve 48 is greater than the width of the slot 210, there is no difficulty in the pistons entering the slot. This is because the sleeve 48 is rounded, and the narrow portion of the sleeve will enter the slot prior to the time the sleeve will be compressed. Thus, there is no difficulty in entry. Additionally, slot 210 will be lubricated, and accordingly the sleeve will easily slide in and out. Sleeve 48 is relatively thin, making it readily compressible. It should also be noted that sleeve 48 remains rotatable on cylinder 40, even after it is compressed. This is because the internal diameter of sleeve 48 is greater than the outer diameter of cylinder 40 by an amount equal to 0.001 inch plus the difference between the outer diameter of sleeve 48 and the width of slot 210. For instance, for a two inch slot, the difference in diameters is 0.01 1 inch. This enables the rotor 22 to continue to rotate without any fear of binding due to the compression of the sleeve.

After a piston has entered a slot 210, and the rotors continue to rotate, the piston will proceed toward the bottom of the slot. As will be explained hereinafter, when a piston enters a slot fuel is injected into the slot. When the piston proceeds to the base of the slot, the fuel is compressed to its maximum amount, and ignition takes place. Referring again to FIG. 4, it is seen that a second piston 242 has reached the base of a slot 210 in rotor 26. At this point, ignition takes place, and the force of the explosion is transmitted to driven rotor 22.

As the rotors continue to rotate, and after ignition has taken place, a piston leaves its associated slot 210. This position is shown by piston 244 as it leaves a slot 210 in rotor 24. At this point, sleeve 48 will again assume its circular shape, and the products of combustion will leave slot 210.

Referring again to FIG. 1, it is seen that there is a constant supply of fuel to manifold 178 through lines 182. This fuel supply is transmitted by the manifold to each of the cylinders 162. Accordingly, as seen in FIG. 7, there will be a constant supply of fuel in bore 188 of each cylinder 162. As pointed out above, rotors 24 and 26 are rotatably mounted on cylinders 162.

Referring again to FIG. 4, it is seen that as piston 240 enters slot 210, channel 212 aligned with the slot is also now in alignment with slot 214 in cylinder 162. This permits the fuel that is under pressure to enter the slot 210 in which piston 240 is now positioned. The fuel cannot escape from the slot 210, since the slot is sealed by the piston 240 and the walls 28 and 30 of rotor 22. As the rotors 22 and 24 continue to rotate, the slot 212 associated with piston 240 is brought out of alignment with slot 214 in cylinder 162. Accordingly, no fuel can then enter slot 210. It is thus seen that fuel is always present in slot 214. However, this fuel can only enter a slot 210 whenever a slot 208 in sleeve 206 and a channel 212 are aligned with slot 214.

After the fuel has ceased to enter slot 210, and the rotor 22 continues to rotate, the piston 240 will continue to penetrate into slot 210. This causes a compression of the gas within the slot. At the point of maximum compression, the piston is at the base of slot 210. This condition is shown with respect to piston 242 in FIG. 4.

When the piston is at the innermost point in slot 210, ignition takes place. Thus, slot 210 serves as a combustion chamber. The exploding of the gas in the combustion chamber when the piston is at its innermost point is caused by spark plug 68. Referring to FIG. 2, it is seen that the spark plug 68 is discharged whenever the spark plug comes in contact with electrical contact 124 or 126. It should be recalled that there is a spark plug 68 associated with each piston on the rotor 22. It is also seen in FIGv 2 that whenever there is ignition in a slot associated with rotor 26, there is no ignition in connection with a slot associated with rotor 24. Thus, the rotors fire in sequence, rather than simultaneously.

The timing of the firing of the spark plugs is controlled through timing plate 78. As seen in FIG. 5, as shaft 64 is rotating, the timing switches 86 and 88 are sequentially closed. Each time a switch is closed, an electrical circuit is completed through coil 118. This in turn supplies current to contacts 124 and 126. Whenever a spark plug 68 comes in contact with one of these contacts, the spark plug will be fired, thereby causing an explosion in the combustion chamber associated with the spark plug. If it is desired to advance or retard the timing, this is controlled through rod 106. Thus, the raising or lowering of the rod will rotate timing plate 78 around bolts 82. This in turn will move the switches 86 and 88 relative to the shaft 64, thereby causing the contacts to close sooner or later, as desired, thus advancing or retarding the timing of ignition.

After the explosion has taken place in the combustion chamber, the power is used'to drive the rotor 22 in the direction of arrow 234. Following the explosion, the piston will start to exit from its associated slot 210. The exit position for the piston is shown with respect to piston 244 in FIG. 4. As the piston leaves its associated slot, the products of combustion also leave the slot.

The products of combustion are drawn off by fan 222. Thus, as seen in FIG. 2, fan 222 is continually rotated by shaft 64. The products of combustion pass through opening 134 in ring 132, and are drawn off by the fan which propels the products through exhaust pipe 226.

In addition to its function of removing the prodcuts of combustion, fan 222 also serves the function of keeping engine 10 cool. As seen in FIG. 1, the front of the engine is completely exposed to the atmosphere, and air can freely circulate around the parts. Holes 228 are formed in rotors 24 and 26 in order to permit air to pass through the rotors. The drawing of air across the slots in the rotors and through the holes acts to completely cool these parts during the operation of the engine. It has been found that the engine can run for extended periods of time solely byair cooling. This is accomplished because the engine is not in a sealed housing, as are the engines shown in the prior patents, but is completely exposed to the atmosphere. There is a constant wiping away of the heat through the continually rotating fan 222 over all of the exposed parts of the engine.

Another feature of the device of this invention is the lubrication of the slots at the time the pistons enter the slots. Thus, as shaft 64 rotates, it is constantly operating pump 142. This keeps a constant supply of oil or other lubricant under pressure in lubricant line 156. As seen in FIG. 8, the lubricant from line 156 is fed into bore 188 of each cylinder 162. When a slot 210 is aligned with slot 214 in a cylinder 162 (FIG. 4) not only will the combustion fuel enter slot 210, but in addition, the lubricant will also enter the slot. Accordingly, a slot 210 is lubricated each time fuel enters the slot. Any excess lubricant remaining in the slot after combustion has taken place will eventually fall into the sump of oil 138, from which it is recirculated.

In the embodiment of the invention shown, the fuel and lubricant enter through the same bore 188 of cylinder 162. If desired, the cylinder 162 can be provided with concentric bores whereby the fuel will enter through one series of ports into slot 214 and the lubricant will enter through a second series of ports into the slot 214. The engine will work equally well with concentric or spaced bores or with a single bore for the lubricant and fuel.

Another feature of the invention of this invention is the unique sealing system. The end seals for the combustion chambers formed by slots 210 are the walls 28 and 30 of the driven rotor 22. These walls are spring urged toward each other by springs 60 (FIG. 2). When the pistons enter the slots 210, and the fuel under pressure is injected into the slots, the tendency of the fuel would be to spread the walls 28 and 30 against the urging of the springs. However, through the provision of the annular flange 42 on each cylinder 40 of the piston, the walls 28 and 30 will not spread. Thus, the flange 42 is in fluid communication with the fuel under pressure in slot 210'because of the provision of port 50. Accordingly, the pressure against walls 28 and 30 which would tend to spread them apart is counteracted by the pressure against flange 42. The flange 42 has a slightly greater surface area than the surface area of walls 28 and 30 within combustion chamber 210. Thus, the pressure of the fuel will actually pull wall 28 toward wall 30. At the time of explosion, there is even a greater force drawing the walls toward each other.

The seal system of this invention is not only effective during the explosion process, but in addition, insures a tight seal regardless of the length of time the engine is in use. Thus, in the prior art engines, continued use of the engines would tend to wear away whatever seal might be present. Eventually, due to the extreme wear, the engine parts would have to be replaced because there is no longer an effective seal. In the engine of this invention, there will always be an effective seal regardless of the amount of wear on the walls 28 and 30. Thus, each time the combustion chamber fills with fuel; the pressure of the fuel will draw the two walls toward each other. This, combined with the fact that there is an extremely tight seal formed by the squeezing of the sleeve 48 whenever the piston enters the slot, insures maximum efficiency for the engine at the time of explosion.

A modified embodiment of the rotary engine of this invention is generally shown at 246 in FIG. 9. Device 246 comprises a driven rotor 248 and driving rotors 250, 252 and 254. The driven rotor will rotate in the direction of arrow 256, and the driving rotors will rotate in the direction of arrows 258. The structure of the driven rotor and the driving rotors is the same as the respective parts in rotary engine 20. The difference in rotary engine 246 resides in the fact that an extra driving rotor is provided. Having the three driving rotors gives greater balance to the engine during operation.

In the embodiment of the invention shown at 246 in FIG. 9, the three stages of operation are shown. The combustion chamber in driving rotor 250 has just been charged in the position shown in FIG. 9. At the same time, combustion or explosion is taking place in driving rotor 252. Likewise, the products of combustion are about to be discharged in driving rotor 254 at this time. It is thus seen that the rotors operate sequentially in embodiment 246.

If desired, for smoother operation, additional driving rotors can be added. The critical feature of every driving rotor is that there must be two pistons in contact with slots in any driving rotor at any time in order to insure continuity of motion. Thus, as one piston is entering a slot in a rotor, a second piston must be leaving a slot in the rotor. So long as this one limitation of having two pistons in slots at any time is met, the number of slots can be varied.

The engine of this invention can be made from any of the materials known to the art. Any of the metals currently used in making engines can be used all for the engine of this invention. Alternatively, in view of the efficiency of the cooling system, the entire engine can be made from plastic. When made of plastic, it will not be necessary to lubricate the parts. Additionally, if the invention is made from plastic, it can be made cheaply enough to render it disposable after extended periods of use.

As pointed out above, one of the features of the sealing system of this invention is the fact that the internal diameter of the sleeves 48 is slightly larger than the external diameter of the cylinders 40. This permits the sleeves to be squeezed when they enter the combustion chamber 210. However, they will still rotate on the cylinders 40 during the movement of the rotor 22. Each time a sleeve enters a slot, it will enter in a different position. In this way, the sleeves will remain round, since they are not squeezed at the same position each time.

The engine of this invention can be used for powering any type of device that has been powered by the prior art engines. Thus, it can be used for powering an automobile or other land vehicle, a boat or an aircraft. In any use of the engine, the engine will remain completely air cooled, and there will be no necessity to use water or other conductive type cooling medium.

Without further elaboration, the foregoing will so fully illustrate my invention, that others may. by applying current or future knowledge, adopt the same for use under various conditions of service.

What is claimed as the invention is:

l. A rotary engine comprising a driven rotor and a plurality of driving rotors mounted on parallel, transversely spaced axes, said driving rotors having a substantial radial overlap with respect to said driven rotor, said driving rotors having a plurality of radially extending combustion chambers formed therein, said driven rotor having piston means mounted thereon which are adapted to enter and depart from said combustion chambers, means for injecting a fuel mixture into said combustion chambers, each of said driving rotors being rotatable about a central shaft, said means for injecting a fuel mixture into said combustion chambers being formed in said central shaft, and means for igniting said fuel mixture when said piston means are in said combustion chambers.

2. The rotary engine of claim 1 wherein each of said central shafts has a bore formed therein, a slot emanating from said bore, said slot being sequentially placed in fluid communication with said combustion chambers as said driving rotor rotates about said central shaft, with said bore and slot comprising said means for injecting a fuel mixture into said combustion chambers.

3. The rotary engine of claim 2 and further including means for injecting a lubricant into said bore, whereby said lubricant will pass into said combustion chamber when said combustion chamber receives said fuel mixture.

4. A rotary engine comprising a driven rotor and a plurality of driving rotors mounted on parallel, transversely spaced axes, said driving rotors having a substantial radial overlap with respect to said driven rotor,- said driving rotors having a plurality of radially extending combustion chambers formed therein, said driven rotor having piston means mounted thereon which are adapted to enter and depart from said combustion chambers, said driven rotor being on a central shaft, said central shaft rotating as said driven rotor is driven, means associated with said central shaft for supplying lubricant and injecting said lubricant into said combustion chambers, means for injecting a fuel mixture into said combustion chambers, and means for igniting said fuel mixture when said piston means are in said combustion chambers.

5. The rotary engine of claim 4 wherein said means associated with said central shaft for supplying lubricant comprises a disc eccentrically mounted on said central shaft, said disc actuating a pump to propel lubricant to said combustion chambers.

6. A rotary engine comprising a driven rotor and a plurality of driving rotors mounted on parallel, transversely spaced axes, said driving rotors having a substantial radial overlap with respect to said driven rotor, said driving rotors having a plurality of radially extending combustion chambers formed therein, said driven rotor having piston means mounted thereon which are adapted to enter and depart from said combustion chambers, each of said piston means comprising a cylinder and a sleeve rotatably mounted thereon, said sleeve having an internal diameter which is larger than the external diameter of said cylinder, said sleeve having an external diameter which is greater than the width of said combustion chambers, whereby said sleeve will be compressed when said sleeve enters said combustion chambers, thereby forming a tight seal for said combus tion chambers, means for injecting a fuel mixture into said combustion chambers, and means for igniting said fuel mixture when said piston means are in said combustion chambers.

7. The rotary engine of claim 6 wherein the difference between the internal diameter of said sleeve and the external diameter of said cylinder is greater than the difference between the width of said combustion chamber and the external diameter of said sleeve, whereby said sleeve is free to rotate about said cylinder when said sleeve is in said combustion chamber.

8. A rotary engine comprising a driven rotor and a plurality of driving rotors mounted on parallel, transversely spaced axes, said driving rotors having a substantial radial overlap with respect to said driven rotor, said driving rotors having a plurality of radially extending combustion chambers formed therein, said driven rotor having piston means mounted thereon which are adapted to enter and depart from said combustion chambers, said driven rotor comprising a pair of spaced parallel plates, said piston means being mounted in spaced parallel relation between said plates, said driving rotors passing between said plates when said piston means enter said combustion chambers, said driving rotors being exposed on their lateral surfaces, a tubular housing surrounding said driven rotor and said driving rotors, said housing being open on its sides, and fan means positioned at one side of said housing, said fan means being adapted to draw air through said housing in order to cool said driving rotors and said driven rotor, whereby said air is drawn across the exposed surfaces of said driving rotors and removes the products of combustion while cooling all of said rotors.

9. The rotary engine of claim 8 wherein said driven rotor is on a shaft, said shaft rotating when said driven rotor is rotated, and said fan being mounted on said shaft, whereby said fan will rotate when said driven rotor is rotated.

10. A rotary engine comprising a driven rotor and at least one driving rotor mounted on parallel, transversely spaced axes, said driving rotor having a substantial radial overlap with respect to said driven rotor, said driving rotor having a plurality of radially extending combustion chambers formed therein, said driven rotor having piston means mounted thereon which are adapted to enter and depart from said combustion chambers, said driven rotor comprising a pair of spaced parallel plates, said plates being resiliently urged toward each other, said piston means being mounted in spaced parallel relation between said plates, and said driving rotor passing between said plates when said piston means enter said combustion chambers, whereby said plates serve as end seals for said combustion chamhers.

I 1. The rotary engine of claim 10 wherein one of said plates has an opening passing therethrough adjacent each of said piston means, each of said piston means comprising a cylinder, said cylinder having one end thereof passing through said plate having said opening, a disc formed on said cylinder, said disc covering said opening, said disc having an area which is greater than the area of said walls forming the end seals for said combustion chamber, whereby the ignition of the gases toward each other at the time of ignition of said fuel mixture.

12. A rotary engine comprising a driven rotor and at least one driving rotor mounted on parallel, transversely spaced axes, said driving rotor having a substantial radial overlap with respect to said driven rotor, said driving rotor having a plurality of radially extending combustion chambers formed therein, said driven rotor having piston means mounted thereon which are adapted to enter and depart from said combustion chambers, each of said piston means comprising a cylinder and a sleeve rotatably mounted thereon, said sleeve having an internal diameter which is larger than the external diameter of said cylinder, and said sleeve having an external diameter which is greater than the width of said combustion chambers, whereby said sleeve will be compressed when said sleeve enters said combustion chambers, thereby forming a tight seal for said combustion chambers.

13. The rotary engine of claim 12 wherein the difference between the internal diameter of said sleeve and the external diameter of said cylinder is greater than the difference between the width of said combustion chamber and the external diameter of said sleeve, whereby said sleeve is free to rotate about said cylinder when said sleeve is in said combustion chamber.

14. The rotary engine of claim 12 wherein said driven rotor comprises a pair of spaced parallel plates, said piston means being mounted in spaced parallel relation between said plates, and said driving rotor passing between said plates when said piston means enter said combustion chambers, whereby said plates serve as end seals for said combustion chambers.

15. The rotary engine of claim 14 wherein said plates are resiliently urged toward each other.

16. The rotary engine of claim 14 wherein one of said plates has an opening passing therethrough adjacent each of said piston means, each of said piston means comprising a cylinder, said cylinder having one end thereof passing through said plate having said opening, a disc formed on said cylinder, said disc covering said opening, said disc having an area which is greater than the area of said walls forming the end seals for said combustion chamber, whereby the ignition of the gases in said chamber will place a greater force on said disc than the force on the walls forming the .end seals for said combustion chamber, thereby drawing said plates toward each other at the time of ignition of said fuel mixture.

17. The rotary engine of claim 12 wherein a plurality of driving rotors are provided, with all of said driving rotors being mounted on parallel, transversely spaced axes, all of said driving rotors having a substantial radial overlap with respect to said driven rotor, and each of said driving rotors having a plurality of radially extending combustion chambers formed therein.

18. The rotary engine of claim 10 wherein a plurality of driving rotors are provided, all of said rotors being mounted on parallel, transversely spaced axes, each of said driving rotors having a substantial radial overlap with respect to said driven rotor, each of said driving rotors having a plurality of radially extending combustion chambers formed therein, and each of said driving rotors passing between said plates when said piston means enter said combustion chambers, whereby said plates serve as end seals for all of said combustion chambers. 

1. A rotary engine comprising a driven rotor and a plurality of driving rotors mounted on parallel, transversely spaced axes, said driving rotors having a substantial radial overlap with respect to said driven rotor, said driving rotors having a plurality of radially extending combustion chambers formed therein, said driven rotor having piston means mounted thereon which are adapted to enter and depart from said combustion chambers, means for injecting a fuel mixture into said combustion chambers, each of said driving rotors being rotatable about a central shaft, said means for injecting a fuel mixture into said combustion chambers being formed in said central shaft, and means for igniting said fuel mixture when said piston means are in said combustion chambers.
 2. The rotary engine of claim 1 wherein each of said central shafts has a bore formed therein, a slot emanating from said bore, said slot being sequentially placed in fluid communication with said combustion chambers as said driving rotor rotates about said central shaft, with said bore and slot comprising said means for injecting a fuel mixture into said combustion chambers.
 3. The rotary engine of claim 2 and further including means for injecting a lubricant into said bore, whereby said lubricant will pass into said combustion chamber when said combustion chamber receives said fuel mixture.
 4. A rotary engine comprising a driven rotor and a plurality of driving rotors mounted on parallel, transversely spaced axes, said driving rotors having a substantial radial overlap with respect to said driven rotor,said driving rotors having a plurality of radially extending combustion chambers formed therein, said driven rotor having piston means mounted thereon which are adapted to enter and depart from said combustion chambers, said driven rotor being on a central shaft, said central shaft rotating as said driven rotor is driven, means associated with said central shaft for supplying lubricant and injecting said lubricant into said combustion chambers, means for injecting a fuel mixture into said combustion chambers, and means for igniting said fuel mixture when said piston means are in said combustion chambers.
 5. The rotary engine of claim 4 wherein said means associated with said central shaft for supplying lubricant comprises a disc eccentrically mounted on said central shaft, said disc actuating a pump to propel lubricant to said combustion chambers.
 6. A rotary engine comprising a driven rotor and a plurality of driving rotors mounted on parallel, transversely spaced axes, said driving rotors having a substantial radial overlap with respect to said driven rotor, said driving rotors having a plurality of radially extending combustion chambers formed therein, said driven Rotor having piston means mounted thereon which are adapted to enter and depart from said combustion chambers, each of said piston means comprising a cylinder and a sleeve rotatably mounted thereon, said sleeve having an internal diameter which is larger than the external diameter of said cylinder, said sleeve having an external diameter which is greater than the width of said combustion chambers, whereby said sleeve will be compressed when said sleeve enters said combustion chambers, thereby forming a tight seal for said combustion chambers, means for injecting a fuel mixture into said combustion chambers, and means for igniting said fuel mixture when said piston means are in said combustion chambers.
 7. The rotary engine of claim 6 wherein the difference between the internal diameter of said sleeve and the external diameter of said cylinder is greater than the difference between the width of said combustion chamber and the external diameter of said sleeve, whereby said sleeve is free to rotate about said cylinder when said sleeve is in said combustion chamber.
 8. A rotary engine comprising a driven rotor and a plurality of driving rotors mounted on parallel, transversely spaced axes, said driving rotors having a substantial radial overlap with respect to said driven rotor, said driving rotors having a plurality of radially extending combustion chambers formed therein, said driven rotor having piston means mounted thereon which are adapted to enter and depart from said combustion chambers, said driven rotor comprising a pair of spaced parallel plates, said piston means being mounted in spaced parallel relation between said plates, said driving rotors passing between said plates when said piston means enter said combustion chambers, said driving rotors being exposed on their lateral surfaces, a tubular housing surrounding said driven rotor and said driving rotors, said housing being open on its sides, and fan means positioned at one side of said housing, said fan means being adapted to draw air through said housing in order to cool said driving rotors and said driven rotor, whereby said air is drawn across the exposed surfaces of said driving rotors and removes the products of combustion while cooling all of said rotors.
 9. The rotary engine of claim 8 wherein said driven rotor is on a shaft, said shaft rotating when said driven rotor is rotated, and said fan being mounted on said shaft, whereby said fan will rotate when said driven rotor is rotated.
 10. A rotary engine comprising a driven rotor and at least one driving rotor mounted on parallel, transversely spaced axes, said driving rotor having a substantial radial overlap with respect to said driven rotor, said driving rotor having a plurality of radially extending combustion chambers formed therein, said driven rotor having piston means mounted thereon which are adapted to enter and depart from said combustion chambers, said driven rotor comprising a pair of spaced parallel plates, said plates being resiliently urged toward each other, said piston means being mounted in spaced parallel relation between said plates, and said driving rotor passing between said plates when said piston means enter said combustion chambers, whereby said plates serve as end seals for said combustion chambers.
 11. The rotary engine of claim 10 wherein one of said plates has an opening passing therethrough adjacent each of said piston means, each of said piston means comprising a cylinder, said cylinder having one end thereof passing through said plate having said opening, a disc formed on said cylinder, said disc covering said opening, said disc having an area which is greater than the area of said walls forming the end seals for said combustion chamber, whereby the ignition of the gases in said chamber will place a greater force on said disc than the force on the walls forming the end seals for said combustion chamber, thereby drawing said plates toward each other at the time of ignition of said fuel mixture.
 12. A rotary enGine comprising a driven rotor and at least one driving rotor mounted on parallel, transversely spaced axes, said driving rotor having a substantial radial overlap with respect to said driven rotor, said driving rotor having a plurality of radially extending combustion chambers formed therein, said driven rotor having piston means mounted thereon which are adapted to enter and depart from said combustion chambers, each of said piston means comprising a cylinder and a sleeve rotatably mounted thereon, said sleeve having an internal diameter which is larger than the external diameter of said cylinder, and said sleeve having an external diameter which is greater than the width of said combustion chambers, whereby said sleeve will be compressed when said sleeve enters said combustion chambers, thereby forming a tight seal for said combustion chambers.
 13. The rotary engine of claim 12 wherein the difference between the internal diameter of said sleeve and the external diameter of said cylinder is greater than the difference between the width of said combustion chamber and the external diameter of said sleeve, whereby said sleeve is free to rotate about said cylinder when said sleeve is in said combustion chamber.
 14. The rotary engine of claim 12 wherein said driven rotor comprises a pair of spaced parallel plates, said piston means being mounted in spaced parallel relation between said plates, and said driving rotor passing between said plates when said piston means enter said combustion chambers, whereby said plates serve as end seals for said combustion chambers.
 15. The rotary engine of claim 14 wherein said plates are resiliently urged toward each other.
 16. The rotary engine of claim 14 wherein one of said plates has an opening passing therethrough adjacent each of said piston means, each of said piston means comprising a cylinder, said cylinder having one end thereof passing through said plate having said opening, a disc formed on said cylinder, said disc covering said opening, said disc having an area which is greater than the area of said walls forming the end seals for said combustion chamber, whereby the ignition of the gases in said chamber will place a greater force on said disc than the force on the walls forming the end seals for said combustion chamber, thereby drawing said plates toward each other at the time of ignition of said fuel mixture.
 17. The rotary engine of claim 12 wherein a plurality of driving rotors are provided, with all of said driving rotors being mounted on parallel, transversely spaced axes, all of said driving rotors having a substantial radial overlap with respect to said driven rotor, and each of said driving rotors having a plurality of radially extending combustion chambers formed therein.
 18. The rotary engine of claim 10 wherein a plurality of driving rotors are provided, all of said rotors being mounted on parallel, transversely spaced axes, each of said driving rotors having a substantial radial overlap with respect to said driven rotor, each of said driving rotors having a plurality of radially extending combustion chambers formed therein, and each of said driving rotors passing between said plates when said piston means enter said combustion chambers, whereby said plates serve as end seals for all of said combustion chambers. 